A discrete time rate-based model predictive controller for air path control for a diesel engine regulates VGT position and EGR valve position to specified set points by coordinated control of intake manifold air pressure and EGR rate. The controller may be configured to measure or estimate at least one of the intake manifold pressure and EGR rate. A non-linear discrete time rate-based predictive model may be used, as developed by the controller.

A discrete time rate-based model predictive controller for air path control for a diesel engine regulates VGT position and EGR valve position to specified set points by coordinated control of intake manifold air pressure and EGR rate. The controller may be configured to measure or estimate at least one of the intake manifold pressure and EGR rate. A non-linear discrete time rate-based predictive model may be used, as developed by the controller.

A supercharger-equipped combustion engine includes a crankcase supporting a crankshaft extending in a widthwise direction of a vehicle, and a cylinder block disposed above the crankcase. A supercharger is disposed above the crankcase and rearward of the cylinder block and driven by power of the crankshaft. The power of the crankshaft is transmitted to the supercharger through a counter shaft which rotatably supports a counter gear. The counter shaft extends parallel with the crankshaft, and a starter gear is arranged on the counter shaft so as to be aligned in the widthwise direction. The counter shaft is disposed rearward of the crankshaft, and the supercharger is disposed rearward of the counter shaft. A starter motor meshing with the starter gear is disposed frontward of the supercharger.

A supercharger-equipped combustion engine includes a crankcase supporting a crankshaft extending in a widthwise direction of a vehicle, and a cylinder block disposed above the crankcase. A supercharger is disposed above the crankcase and rearward of the cylinder block and driven by power of the crankshaft. The power of the crankshaft is transmitted to the supercharger through a counter shaft which rotatably supports a counter gear. The counter shaft extends parallel with the crankshaft, and a starter gear is arranged on the counter shaft so as to be aligned in the widthwise direction. The counter shaft is disposed rearward of the crankshaft, and the supercharger is disposed rearward of the counter shaft. A starter motor meshing with the starter gear is disposed frontward of the supercharger.

A fluid motor is disclosed employed in a turbocharger to spin-up the turbocharger turbine independently of the existing exhaust gas pressure on the exhaust turbine wheel. A fluid turbine wheel is fixedly attached to the rotary mounted shaft of the turbocharger. Fixedly mounted nozzles directed at the fluid turbine wheel present fluid from a controlled source of pressurized fluid. A fixedly mounted collector receiving exhausted fluid from the fluid turbine wheel. The fluid is recycled from the collector to the controlled source of pressurized fluid and then back to the fixedly mounted. The fluid turbine wheel exhausts the fluid with residual energy to the collector. The controlled source of pressurized fluid includes a gear pump with an accumulator and a solenoid valve.

A fluid motor is disclosed employed in a turbocharger to spin-up the turbocharger turbine independently of the existing exhaust gas pressure on the exhaust turbine wheel. A fluid turbine wheel is fixedly attached to the rotary mounted shaft of the turbocharger. Fixedly mounted nozzles directed at the fluid turbine wheel present fluid from a controlled source of pressurized fluid. A fixedly mounted collector receiving exhausted fluid from the fluid turbine wheel. The fluid is recycled from the collector to the controlled source of pressurized fluid and then back to the fixedly mounted. The fluid turbine wheel exhausts the fluid with residual energy to the collector. The controlled source of pressurized fluid includes a gear pump with an accumulator and a solenoid valve.

A supercharging system for a combustion engine of a motorcycle includes a supercharger which pressurizes intake air and supplies the intake air to the combustion engine, an air intake chamber which is connected to downstream of the supercharger, a relief passage which relieves the high-pressure intake air within the air intake chamber, and a relief valve which is provided on the relief passage. The air intake chamber is disposed above the combustion engine, and the relief passage is disposed below an upper end of the air intake chamber. The relief passage is connected to a front surface of the air intake chamber.

A supercharging system for a combustion engine of a motorcycle includes a supercharger which pressurizes intake air and supplies the intake air to the combustion engine, an air intake chamber which is connected to downstream of the supercharger, a relief passage which relieves the high-pressure intake air within the air intake chamber, and a relief valve which is provided on the relief passage. The air intake chamber is disposed above the combustion engine, and the relief passage is disposed below an upper end of the air intake chamber. The relief passage is connected to a front surface of the air intake chamber.

An asymmetric twin scroll turbine 10 combined with an integrated exhaust manifold cylinder head 20 may be designed to accommodate mixed, radial or axial flow turbines. The asymmetric twin scroll turbine 10 includes a first scroll 11 and second scroll 12 wherein the first scroll 11 is larger and has greater mass flow capacity than the second scroll 12. The larger volute increases flow capacity and counteracts backpressure creating evenly balanced or equalized peak pressures and pulsations between both volutes and balancing of gas flow between cylinder sets. By equalizing peak pressures, pulsations, and gas flow between cylinder sets, engine self-ignition can be avoided in the cylinder set that would have had the largest peak pressures and pulsations. By in creasing flow capacity of the larger volute and balancing gas flow between cylinder sets, the turbine pressure differential is reduced and the engine can operate more efficiently, improving fuel economy.

An asymmetric twin scroll turbine 10 combined with an integrated exhaust manifold cylinder head 20 may be designed to accommodate mixed, radial or axial flow turbines. The asymmetric twin scroll turbine 10 includes a first scroll 11 and second scroll 12 wherein the first scroll 11 is larger and has greater mass flow capacity than the second scroll 12. The larger volute increases flow capacity and counteracts backpressure creating evenly balanced or equalized peak pressures and pulsations between both volutes and balancing of gas flow between cylinder sets. By equalizing peak pressures, pulsations, and gas flow between cylinder sets, engine self-ignition can be avoided in the cylinder set that would have had the largest peak pressures and pulsations. By in creasing flow capacity of the larger volute and balancing gas flow between cylinder sets, the turbine pressure differential is reduced and the engine can operate more efficiently, improving fuel economy.